DAVV IET_ TraNSPORTATION [PPT LECTURES ALL 501.pptx

Civil Engineering Department
Lecture-1
Highway Development And Planning
TRANSPORTATION ENGINEERING

Transportation engineering
• Transportation engineering
application of technology and
is the
scientific
principles to the planning, functional design,
operation and management of facilities for
any mode of transportation in order to
provide for the safe, efficient, rapid,
comfortable, convenient, economical, and
environmentally compatible movement of
people and goods from one place to other.

MODES OF TRANSPORTATION
• Basic mode of transportation are
Land
• Roadway
• railway
Water
Air

MODES OF TRANSPORTATION
• Highways
Car, Bus, Truck, non- motorized ..etc
• Railways
Passenger and Goods.
• Airways
Aircraft and Helicopters
• Waterways
Ships, boats…
• Continuous Flow systems
Pipelines,belts,elevetor,ropeway…etc.
• Merits and Demerits: Based on accessibility, mobility, cost, tonnage..

Airways
• Fastest among all other modes
• More comfortable
• Time saving
• Uneconomical
Waterways
• slowest among all other modes
• It needs minimum energy to haul unit load
through unit distance.
• This can be possible between ports on the sea
routes or along the river
• economical

Railways
• The transportation along the railways track
could be advantageous by railways between
the stations both for the passengers and
goods, particularly for long distance.
• It depends upon the road transport i.e. road
could serve as a feeder system.
• Energy require to haul a unit load through
unit distance by the railway is only ¼ to 1/5
of that required by road.
• Safety

Highways
• It gives the maximum service to one and all
• It gives maximum flexibility for travel with reference
to route, direction, time and speed of travel
• It provide door to door service
• Other modes are depend on it
• It requires small investment for the government
• Motor vehicles are cheaper than other carriers like
rail locomotive and wagons
• It saves the time for short distance
• High degree of accident due to flexibility of
movement

Scope of highway engineering
• Development, planning and location
• Highway design, geometric and structure
• Traffic performance and its control
• Materials, construction and maintenance
• Economic, finance and administration

ROLE /IMPACT OF TRANSPORTATION
• Economic Development
• Social Development
• Spatial Development
• Cultural Development
• Political Development

Characteristics of road transport
• Roads are used by various types of road vehicles,
like passenger cars, buses, trucks, pedal cycle and
animal drawn vehicle.
• It requires a relatively small investment for the
government.
• It offers a complete freedom to road users to
transfer the vehicle from one lane to another and
from one road to another according to need and
convenience.
• Speed and movement is directly related with the
severity of accident.
• Road transport is the only means of transport that
offers itself to the whole community alike.

HISTORICAL DEVELOPMENT OF ROAD
CONSTRUCTION
• Oldest mode
 Foot paths- animal ways, cart path……..
• As civilization evolved the need for transportation
increased
ROMAN ROAD-(500 B.C.)
 They were built straight regardless of gradient
 They were built after the soft soil was removed and
a hard stratum was reached.
 Thickness varies from 0.75 m to 1.2m

Roman Road Construction
Basic cross section

Other oldest road transport are
• Tresaguet construction
• Metcalf construction
• Telford construction
• Mecadam construction

Indian Roads
• India has a large road network of over 3.314
million kilometers of roadways (2.1 million
miles), making it 3rd largest road network in the
world.
• At 0.66 km of highway per square kilometer of
land the density of India’s highway network is
higher than that of the United States (0.65) and
far higher than that of China's (0.16) or Brazil's
(0.20).

Highway Development in India
• Jayakar Committee (1927)
• Central Road Fund (1929)
• Indian Roads Congress (IRC), 1934
• Central Road Research Institute (CRRI), 1950
• Motor vehicle act (1936)
• National Highway Authority of India (NHAI),1995
• First twenty year road plan ( 1943-61 )
• Second twenty year road plan ( 1961-81 )
• Highway Research board ( 1973 )
• National Transport Policy committee ( 1978 )
• Third twenty year road plan ( 1981-2001 )

Jayakar Committee,1927
• After the first World War, motor vehicle using the roads
increases, this demanded a better road network.
• In 1927,Indian road development committee was appointed
by the government with M.R. Jaykar as chairman.
• Road development in the country should be made as a
national interest since local govt. do not have financial and
technical capacity for road development.
• An extra tax should be levied on petrol from road users to
create the road development fund.
• To establish a semi-official ,technical institution to pool
technical knowledge, sharing of ideas and to act as an
advisory body.
• To create a national level institution to carry research ,
development works and consultation.

Central road fund
• It was formed on 1st march 1929
• The consumers of petrol were charged an extra
leavy of 2.64 paisa per litre of petrol to built up
this road development fund.
• From this 20% of annual reveneu is to be retain
as a central reveneu for research and
experimental work expenses..etc
• Balance 80% is allowed by central govt. to
various states based on actual petrol
consumption or revenue collected.

Central Road Fund , 1929
CRF Act , 2000
Distribution of 100% cess on petrol as follows:
57.5% for NH
30% for SH
12.5% for safety works on rail-Road crossing.
50% cess on diesel for Rural Road development
MORTH

Indian Roads Congress, 1934
• Central semi official body known as IRC was formed in
1934.
• To provide national forum for regular pooling of
experience and ideas on matters related to construction
and maintenance of highways.
• It is a active body controlling the specification,
standardization and recommendations on materials,
design of roads and bridges.
• It publishes journals, research publications and standard
specifications guide lines.
• To provide a platform for expression of professional
opinion on matters relating to roads and road transport.

Motor vehicle act
• It was formed in 1939
• To regulate the road traffic in the form of
traffic laws, ordinances and regulations.
• Three phases primarily covered are
control of driver, vehicle ownership and
vehicle operation
• It was revised on 1988

Central road research institute(1950)
engaged in carrying out
projects.
design, construction and
research and development
maintenance of roads and
runways, traffic and transportation planning of mega
and medium cities, management of roads in different
terrains,
Improvement of marginal materials.
Utilization of industrial waste in road construction.
Landslide control.
Ground improvements, environmental pollution.
Road traffic safety.

Ministry of Road Transport & Highways
• Planning, development and maintenance of
National Highways in the country.
• Extends technical and financial support to State
Governments for the development of state roads
and the roads of inter-state connectivity and
economic importance.
• Evolves standard specifications for roads and
bridges in the country.
• It stores the data related to technical knowledge
on roads and bridges.

Highway Research Board
• To ascertain the nature and extent of
research required
• To correlate research information from
various organisation in India and abroad.
• To collect and correlation services.
• To collect result on research
• To channelise consultative services

Classification of Highways
Depending on weather
 All weather roads
 Fair weather roads
Depending the type of Carriage way
 Paved roads(WBM)
 Unpaved roads(earth road or gravel road)
Depending upon the pavement surface
 Surfaced roads(bituminous or cement concrete
road)
 Un surfaced roads

Based on the Traffic Volume
 Heavy
 Medium
 Light
Based on Load or Tonnage
Class 1 or Class 2 etc or Class A , B etc Tonnes per
day
Based on location and function ( Nagpur road plan )
 National highway (NH)
 State highway (SH)
 Major district road (MDR)
 Other district road (ODR)
 Village road (VR)
Classification of Highways

Based on modified system of
Highways classification - IRC
• Primary
Expressways
National Highways
• Secondary
SH
 MDR
• Tertiary
ODR
 VR

Expressways
•Heavy traffic at high speed (120km/hr)
• Land Width (90m)
• Full access control
• Connects major points of traffic generation
• No slow moving traffic allowed
•No loading, unloading,
parking.
The Mumbai-Pune Expressway as seen
from Khandala

National Highways
• NH are the main highways running through the length and
breadth of India, connecting major parts,foreign
highways,capital of large states and large industrial and
tourist centres including roads required for strategic
movements for the defence of India.
• The national highways have a total length of 70,548 kms.
Indian highways cover 2% of the total road network of India
and carry 40% of the total traffic.
• The highway connecting Delhi-Ambala-Amritsar is denoted
as NH-1, whereas a bifurcation of this highway beyond
Jalandar to Srinagar and Uri is denoted NH-1-A
• The longest highway in India is NH7 which stretches from
Varansi in Uttar Pradesh to Kanyakumari in the southern
most point of Indian mainland.

National Highways cont…
ms) connecting Delhi-
)
• The shortest highway is NH47A which stretches
from Ernakulam to Kochi and covers total length of
4 Kms.
• Golden Quadrilateral – (5,846 K
Kolkata-Chennai-Mumbai
NH-2 Delhi- Kol (1453 km)
 NH 4,7&46 Che-Mum (1290km
 NH5&6 Kol- Che (1684 m)
NH 8 Del- Mum (1419 km)

State Highways
• They are the arterial roads of a state,
connecting up with the national highways of
adjacent states, district head quarters and
important cities within the state.
• Total length of all SH in the country is
1,37,119 Kms.
• Speed 80 kmph

Major District Roads
• Important roads with in a district serving
areas of production and markets ,
connecting those with each other or with
the major highways.
• India has a total of 4,70,000 kms of MDR.
• Speed 60-80kmph

Other district roads
 serving rural areas of production
centers
and providing
or other
• They are roads connecting villages or group of
villages with each other or to the nearest road of a
higher category like ODR or MDR.
• India has 26,50,000 kms of ODR+VR out of the
total 33,15,231 kms of all type of roads.
• Speed-40-50kmph
them with outlet to market
important roads like MDR or SH.
 Speed 50-60kmph
Village roads

Urban Road Classification
• Arterial Roads
• Sub Arterial
• Collector
• Local Street
• Cul-de-sac
• Pathway
• Driveway

ARTERIAL
• No frontage access, no standing vehicle,
very little cross traffic.
• Design Speed : 80km/hr
• Land width : 50 – 60m
• Divided roads with full or partial parking
• Pedestrian allowed to walk only at
intersection

SUB ARTERIAL ROAD
• Bus stops but no standing vehicle.
• Less mobility than arterial.
• Spacing for CBD
• Design speed
• Land width
: 0.5km
: 60 km/hr
: 30 – 40 m

Collector Street
• Collects and distributes traffic from local
streets
• Provides access to arterial roads
• Located in residential, business and
industrial areas.
• Full access allowed.
• Parking permitted.
• Design speed : 50km/hr
• Land Width : 20-30m

Local Street
• Design Speed : 30km/hr.
• Land Width : 10 – 20m.
• Primary access to residence, business or
other abutting property
• Less volume of traffic at slow speed
• Unrestricted parking, pedestrian
movements. (with frontage access, parked
vehicle, bus stops and no waiting
restrictions)

CUL–DE- SAC
• Dead End Street with only one entry
access for entry and exit.
• Recommended in Residential areas

Driveway
• A driveway is a type of private road for local
access to one or a small group of structures, and
is owned and maintained by an individual or
group.
• Driveways are commonly used as paths to
private garages, fuel stations, or houses

First 20-years road plan(1943-63)
• The conference of chief engineer held at Nagpur in
1943 finalized the first 20-years road development
plan for India called Nagpur road plan
• Road network was classified into five categories.
• The responsibility of construction maintenance of NH
was assign to central govt.
• The target road length was 5,32,700 km at the end of
1961.
• Density of about 16km of road length per 100 sq. km
area would be available in the country by the year
1963.

First 20-years road plan cont…
• The formulae were based on star and grid
pattern of road network.
• An allowance of 15% is provided for
agricultural industrial development during the
next 20-years
• The length of railway track in the area was
also consider in deciding the length of first
category road.
• The length or railway track is directly
subtracted from the estimated road length
of metalled roads.

Highway Engineering Questions and Answers
– Highway Planning, Classification of Road
and Road Patterns
This set of Highway Engineering Multiple
Choice Questions & Answers (MCQs) focuses
on “Highway Planning, Classification of Road
and Road Patterns”.

1. The phases of highway planning do not include the following
a) Assessment of road length requirement
b) Preparation of master plan
c) Showing the phasing of a plan in five year plan
d) Financing
Answer d:
Explanation: Financing of the highway is done after the planning of highway
after getting approval from the government, before the assessment,
preparation and DPR are prepared.
2. Which type of roads can be utilized during monsoon?
a) Unpaved roads
b) Gravel roads
c) Fair weather roads
d) Bituminous roads
Answer: d
Explanation: Bituminous roads are convenient to use compared to the other
roads because they can easily drain off the water and are comfortable to
use during rainy season.

3. The Nagpur plan classified the roads based on
a) Location
b) Function
c) Location and function
d) Annual daily traffic
Answer: c
Explanation: The Nagpur plan classified the roads based on location and function into 5
categories namely National Highway, State Highway, Major District Road, Other District Road,
Village Road.
4. The roads that connect the district headquarters to important city of other state is called
a) National Highway
b) State Highway
c) Major district road
d) Other district road
Answer: b
Explanation: A State Highway is a highway that connects the district headquarters to other
important cities in another state.
5. The arterial roads are a classification of which type of roads?
a) Rural roads
b) Urban Rods
c) National highway
d) State highway
View Answer
Answer: b
Explanation: Urban roads are classified into Arterial roads, Sub arterial roads, Collector streets
and Local streets.

6. The rectangular pattern of roads has been adopted in which Indian city?
a) New Delhi
b) Chandigarh
c) Hyderabad
d) Mumbai
Answer: b
Explanation: Chandigarh city was planned by assuming rectangular pattern. But by this
pattern operation of traffic has been a problem.
7. The Nagpur plan formulae assumed which type of pattern?
a) Star and grid
b) Star and circular
c) Hexagonal
d) Circular
Answer: a
Explanation: The Nagpur plan assumed star and grid pattern in which it assumed to
connect all the nearby important cities and villages to the National capital.
8. The Nagpur plan conference was held in which year?
a) 1941
b) 1942
c) 1943
d) 1947
Answer: c
Explanation: The Nagpur plan conference was held in 1943 which was the first 20 year
development plan. The main target of the plan was to achieve 16km road density per
100sq.km.

9. The highway research Board was set up in the year
a) 1947
b) 1953
c) 1963
d) 1973
Answer: d
Explanation: The highway research board was set up in the year 1973 by IRC to give
good guidance for road development in India.
10. The second 20 year development plan conference was held in which city?
a) Nagpur
b) Bombay
c) Madras
d) Lucknow
Answer: b
Explanation: The second 20 year development plan conference was held in Bombay,
Their target was to achieve road length of 32km but they achieved 34.8km.

Second 20-years road plan(1961-81)
• It was initiated by the IRC and was finalised in
1959 at the meeting of chief engineers.
• It is known as the Bombay road plan.
• The target road length was almost double that
of Nagpur road plan i.e. 10,57,330 km.
• Density about 32 km per 100 sq. km. and an
outlay of 5200 crores
• Every town with population above 2000 in
plans and above 1000 in semi hill area and
above 500 in hilly area should be connected
by metalled road.

Second 20-years road plan cont…
• the maximum distance from any place in a
semi develop area would be 12.8 km from
metalled road and 4.8 from any road
• Expressways have also been considered in
this plan and 1600km of length has been
included in the proposed target NH
• Length of railway track is considered
independent of road system
• 5% are to be provided for future development
and unforeseen factor ( it was not expected to
happen)

Third twenty years road plan (1981-2001)
Lucknow road
• The future road development should be based on
the revised classification of roads system i.e.
primary, secondary and tertiary
• Develop the rural economy and small towns with all
essential features.
• Population over 500 should be connected by all
weather roads.
• Density increases to 82 km per 100 sq. km
• The NH network should be expanded to form a
square grids of 100 km sides so that no part of the
country is more than 50 km away from the NH

Third twenty years road plan cont…
• Expressway should be constructed along major
traffic corridors.
• All towns and villages with population over 1500
should be connected by MDR and villages with
population 1000-1500 by ODR.
• Road should be built in less industrialized areas to
attract the growth of industries
• The existing roads should be improved by rectifying
the defects in the road geometry, widening, riding
quality and strengthening the existing pavement to
save vehicle operation cost and thus to conserve
energy

Road Patterns
• Rectangular or Block patterns
• Radial or Star block pattern
• Radial or Star Circular pattern
• Radial or Star grid pattern
• Hexagonal Pattern
• Minimum travel Pattern

ROAD PATTERNS USES IN
HIGHWAY PLANNING
• Traffic congestion and motor vehicle crashes are
widespread problems, especially in urban areas.
• Roundabouts, used in place of stop signs and
traffic signals, are a type of circular intersection
that can significantly improve traffic flow and
safety.
• Where roundabouts have been installed, motor
vehicle crashes have declined by about 40
percent, and those involving injuries have been
reduced by about 80 percent.

1) Rectangular or Block pattern:
 In this pattern, the whole area is divided into rectangular blocks of plots, with
streets intersecting at right angles.
 The main road which passes through the center of the area should be sufficiently
wide and other branch roads may be comparatively narrow.
 The main road is provided a direct approach to outside the city.
Advantages:
1) The rectangular plots may be further divided into small rectangular blocks for
construction of buildings placed back to back, having roads on their front.
2) In this pattern has been adopted for the city roads.
3) The construction and maintenance of roads of this pattern is comparatively
easier.
Limitations:
1) This pattern is not very much convenient because at the intersections, the
vehicles face each other.
Example:
Chandigarth has rectangular pattern.

2) Radial or Star and block Pattern:
In this pattern, the entire area is divided into a network of roads radiating from the business
outwardly.
In between radiating main roads, the built-up area may be planned with rectangular block.
Advantage:
1) Reduces level of congestion at the primary bottleneck location.
2) Prevents traffic from accessing local flow routes in the direction of the event venue that
operate in favor of egress traffic flow.
3) If one is block then other side traffic can move.
4) Vehicles face each other less than block pattern.
Limitations:
1) Proves particularly effective if two-lane ramp traffic does not have to merge at
downstream end of ramp.
2) Safety appurtenances such as guide rail transitions, crash attenuators, and post support
bases have not been designed to provide adequate protection at hazardous locations from
the opposite direction of travel.
Example:

3) Radial or Star and Circular Pattern:
In this system, the main radial roads radiating from central business area are connected together with
concentric roads. In these areas, boundary by adjacent radial roads and corresponding circular roads,
the built-up area is planned with a curved block system.
Advantages:
1) At traditional intersections with stop signs or traffic signals, some of the most common types of
crashes are right-angle, left-turn, and head-on collisions. These types of collisions can be severe because
vehicles may be traveling through the intersection at high speeds. With circular pattern, these types of
potentially serious crashes essentially are eliminated because vehicles travel in the same direction.
2) Installing circular pattern in place of traffic signals can also reduce the likelihood of rear-end crashes.
3) Removing the reason for drivers to speed up as they approach green lights and by reducing abrupt
stops at red lights.
4) Because roundabouts improve the efficiency of traffic flow, they also reduce vehicle emissions and
fuel consumption.
Limitations:
1) Center lines of roads leading to circular pattern should be properly aligned with the central island.
2) Approach roads should be sufficiently curved, far enough in advance of circular pattern, to reduce
vehicle speeds of entering drivers.
3) Islands separating the approach and exit lanes, known as splitter islands, should extend far enough
to provide pedestrian refuge and to delineate the roundabout.
4) Traffic signs, pavement markings, and lighting should be adequate so that drivers are aware that they
are approaching a roundabout and that they should reduce their travel speed.
5) For older drivers declines in vision, hearing, and cognitive functions, as well as physical
impairments, may affect some older adults' driving ability. Intersections can be especially challenging for
older drivers.

3) Radial or Star and Circular
Pattern:

4) Radial or Star and Grid Pattern :
• Change in direction, and because street patterns are the most enduring physical
element of any layout, it could potentially contribute to systematic site planning and,
consequently, deserves a closer look.
• Though the network is entirely interconnected, north-south movement becomes
circuitous, indirect, and inconvenient, making driving an unlikely choice and vividly
illustrating that interconnectedness by itself is insufficient to facilitate movement.
Advantages:
1) Keep vehicular traffic safe with a high proportion of 3-way intersections.
2) Reduce cut-through traffic by similar or other means.
3) Improve traffic flow in both directions using Savannah’s cellular structure.
4) Improve land use efficiency and unit density.
Limitations:
1) Islands separating the approach and exit lanes, known as splitter islands, should
extend far enough.
2) Traffic signs, pavement markings, and lighting should be adequate so that drivers are
aware that they should reduce their travel speed.
Examples:
The Nagpur road plan formulae were prepared on the assumption of Grid pattern.

5) Hexagonal Pattern :
In this pattern, the entire area is provided with a network of roads
formatting hexagonal figures.
At each corner of the hexagon, three roads meet the built-up area
boundary by the sides of the hexagons is further divided in suitable
sizes.
Advantages:
1) Three roads meet the built-up area boundary by the sides of the
hexagons.
Limitations:
1) Traffic signs, pavement markings, and lighting should be
adequate so that drivers are aware that they should reduce their
travel speed.

6) Minimum Travel Pattern :
In this road pattern, city is contented by sector center, suburban center
and neighborhood center by the road which required minimum to connect
the city center.
Legend: City center – encircled dot- sector center - * suburban center -
* neighborhood center - * representation of a Minimum Travel city
Advantages:
1) these types of potentially serious crashes essentially are eliminated.
Limitations:
1) Traffic signs, pavement markings, and lighting should be adequate so
that drivers are aware that they should reduce their travel speed.
2) Intersections can be especially challenging for older drivers.

Highway alignment
• The position or lay out of centre line of the highway
on the ground is called the alignment.
• It includes straight path, horizontal deviation and
curves.
• Due to improper alignment , the disadvantages are,
Increase in construction
Increase in maintenance cost
Increase in vehicle operation cost
Increase in accident cost
• Once the road is aligned and constructed, it is not
easy to change the alignment due to increase in
cost of adjoining land and construction of costly
structure.

 Short
 Easy
 Safe
 Economical
• Short- desirable to have a short alignment between two
terminal stations.
• Easy- easy to construct and maintain the road with minimum
problem also easy for operation of vehicle.
• Safe- safe enough for construction and maintenance from
the view point of stability of natural hill slope, embankment
and cut slope also safe for traffic operation.
• Economical- total cost including initial cost, maintenance
cost and vehicle operation cost should be minimum.
Requrements of highway alignment

Factors controlling alignment
Obligatory points
 Traffic
 Geometric design
 Economics
Other considerations
Additional care in hill roads
 Stability
 Drainage
 Geometric standards of hill roads
 Resisting length

Factors controlling alignment cont...
Obligatory points
 Obligatory points through which alignment is to pass
Examples:-bridge site, intermediate town , Mountain pass etc…
 Obligatory points through which alignment should not
pass.
Examples:-religious places, costly structure, unsuitable land etc…
Traffic
• origin and destination survey should be carried out in the
area and the desire lines be drawn showing the trend of
traffic flow.
• New road to be aligned should keep in view the desired lines,
traffic flow patterns and future trends.

Geometric design
• Design factors such as gradient ,radius of curve and sight
distance also govern the final alignment of the highway.
• Gradient should be flat and less than the ruling gradient or
design gradient.
• Avoid sudden changes in sight distance, especially near
crossings
• Avoid sharp horizontal curves
• Avoid road intersections near bend
Economy
• Alignment finalised based on total cost including initial cost,
maintenance cost and vehicle operation cost.
Other consideration
• Drainage consideration, political consideration
• Surface water level, high flood level
• Environmental consideration

Topographical control points
• The alignment, where possible should avoid passing
through
 Marshy and low lying land with poor drainage
 Flood prone areas
 Unstable hilly features
Materials and constructional features
 Deep cutting should be avoided
 Earth work is to be balanced; quantities for filling and
excavation
 Alignment should preferably be through better soil area
to minimize pavement thickness
 Location may be near sources of embankment and
pavement materials

stability
• A common problem in hilly roads is land sliding
• The cutting and filling of the earth to construct the roads on
hilly sides causes steepening of existing slope and affect its
stability.
Drainage
• Avoid the cross drainage structure
• The number of cross drainage structure should be minimum.
Geometric standard of hilly road
• Gradient, curve and speed
• Sight distance, radius of curve
Resisting length
• The total work to be done to move the loads along the route
taking horizontal length, the actual difference in level between
two stations and the sum of the ineffective rise and fall in
excess of floating gradient. Should kept as low as possible.

Before a highway alignment is finalised in highway
project, the engineering survey are to be carried out.
The various stages of engineering surveys are
 Map study (Provisional alignment Identification)
 Reconnaissance survey
 Preliminary survey
 Final location and detailed surveys
Engineering Surveys for Highway locations

MAP STUDY
• From the map alternative routes can be suggested
in the office, if the topographic map of that area is
available.
• The probable alignment can be located on the map
from the fallowing details available on the map.
Avoiding valleys, ponds or lake
Avoiding bend of river
If road has to cross a row of hills, possibility of
crossing through mountain pass.
• Map study gives a rough guidance of the routes to
be further surveyed in the field

RECONNAISSANCE SURVEY
• To confirm features indicated on map.
• To examine the general character of the area in field for
deciding the most feasible routes for detailed studies.
• A survey party may inspect along the proposed alternative
routes of the map in the field with very simple instrument
like abney level, tangent clinometer, barometer etc…. To
collect additional details.
• Details to be collected from alternative routes during this
survey are,
Valleys, ponds, lakes, marshy land, hill, permanent
structure and other obstruction.
Value of gradient, length of gradient and radius of curve.

RECONNAISSANCE SURVEY cont..
 Number and type of cross drainage structures.
High Flood Level (HFL)
Soil Characteristics.
Geological features.
source of construction materials- stone quarries, water
sources.
• Prepare a report on merits and demerits of different
alternative routs.
• As a result a few alternate alignments may be chosen for
further study based on practical considerations observed
at the site.

Preliminary survey
Objective of preliminary survey are:
• To survey the various alternative alignments proposed after
the reconnaissance and to collect all the necessary physical
information and detail of topography, drainage and soil.
• To compare the different proposals in view of the
requirements of the good alignment.
• To estimate quantity of earthwork materials and other
construction aspect and to workout the cost of the alternate
proposals.
Methods of preliminary survey:
a) Conventional approach-survey party carries out surveys
using the required field equipment, taking measurement,
collecting topographical and other data and carrying out soil
survey.

Preliminary survey cont…
• Longitudinal and cross sectional profile.
: 100 – 200m
: 50m
: 30m
 Plain Terrain`
 Rolling Terrain
 Hilly Terrain
• Other studies
 Drainage, Hydrological survey, soil survey, Traffic and
Material survey.
b) Modern rapid approach-
By Aerial survey taking the required aerial photographs for
obtaining the necessary topographic and other maps
including details of soil and geology.
• Finalise the best alignment from all considerations by
comparative analysis of alternative routes.

Final location and detailed survey
• The alignment finalised at the design office after the
preliminary survey is to be first located on the field by
establishing the centre line.
Location survey:
• Transferring the alignment on to ground.
• This is done by transit theodolite.
• Major and minor control points are established on the
ground and centre pegs are driven, checking the
geometric design requirements.
• Centre line stacks are driven at suitable intervals, say 50m
interval in plane and rolling terrains and 20m in hilly
terrain.

Final location and detailed survey cont..
Detailed survey:
• Temporary bench marks are fixed at intervals of about 250m
and at all drainage and under pass structure.
• Earthwork calculations and drainage details are to be workout
from the level books.
• Cross sectional levels are taken at intervals of 50-100m in
Plane terrain, 50-75m in Rolling terrain, 50m in built-up area,
20m in Hill terrain.
• Detail soil survey is to be carried out.
• CBR value of the soils along the alignment may be determined
for design of pavement.
• The data during detailed survey should be elaborate and
complete for preparing detailed plans, design and estimates of
project.

Drawing and Report
 Key map
 Index map
 Preliminary survey plans
 Detailed plan and longitudinal section
 Detailed cross section
 Land acquisition plans
 Drawings of cross drainage and other retaining
structures
 Drawings of road intersections
 Land plans showing quarries etc

New highway project
• Map study
• Reconnaissance survey
• Preliminary survey
• Location of final alignment
• Detailed survey
• Material survey
• Geometric and structural design
• Earth work
• Pavement construction
• Construction controls

Bibliography
• Khanna, S. K., & Justo, C. E. G. Highway
engineering. Nem Chand & Bros.
• IRC Codes.

DAVV IET_ TraNSPORTATION [PPT LECTURES ALL 501.pptx

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